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ZSheetS-Sheeig l. F. W.EAMBS. Vacuum Brake Apparatus..

Patented-*June 15, 1880.

Inventor MFETERS, FHofo-UTHOGRAPNER. wAsmNGToN. DJI.

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v 2 Sheets-Sheet.- 2'. IKW'. EAMES.,A

Vacuum Brakel Apparatus,

No. 228,740. Patented June 15, 1880..

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Witness e3.- i Inventor'.-

UNITED STATES PATENT GEEicE.

FREDERICK W. EAMES, OF WATERTOWN, NEW YORK.

VACUUM-BRAKE APPARATUS.

SPECIFICATION forming part of Letters Patent No. 228,740, dated June 15, 1880.

I Application filed November 22, 1879.

To all whom it may concern Be it known that I, FREDERICK W. EAMES, of Watertown, in the county of Jefferson and State of New York, have invented certain new and useful Improvements in Vacuum-Brake Apparatus, (Case A) and I do hereby declare the following to be a full, clear, and exact descriptionof the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specification, in which- Figure 1 represents a side elevation of my improved braking apparatus as applied to a locomotive and its tender, the two latter being partially illustrated by dotted lines. Fig. 2 represents a plan of the under side of the same, portions of the locomotive and tender being shown in dotted lines. Fig. 3 illustrates my improved method of storing vacuum-power by the use of an additional tank having free communication with the operating-cylinder. Fig. 4 represents a modification of the devices shown in Fig. 3, in which but a single air-pipe is used instead of two.

My invention relates to improvements in apparatus for operating` the brakes of railroadcars, more especially to that class of brakes in which the natural pressure of the atmosphere, as opposed to a vacuum, is employed to operate the mechanism, the vacuum for this purpose being formed byy means of an air-ejector, pump, or other exhaust operated by the force 'of steam.

My improvement consists in an improved vacuum-brake apparatus, wherein the ejector can be made to operate continuously, so as to be constantly at work in creating and maintaining a vacuum, or so that it will cease to operate when a given amount of vacuum-power has been stored up, and again begin to operate when a given minimum is reached.

It also consists in an improved construction and mode of applying a vacuum-brake apparatus, by means loi' which the brakes can be more quickly and readily applied and released and the vacuum -power automatically maintained.

It also consists in combining an air-ejector, `automatic or otherwise, and an auxiliary vacuum-chamber with the vacuum or operating cylinder, whereby the brakes are not only more speedily applied, but a reserve power mailitained ready for use should the steam in the boiler be` too low to apply them efl'ectually.

the same in all the figures, A represents an air-ejector operated by steam from the steamchest ot' the boiler ofthe locomotive, and which is conducted to it through a suitable pipe, c. This ejector apparatus is employed to create a vacuum in the air pipes, which extend throughout the length of the train and connect with the brake-cylinders attached to each carriage.

Atmospheric pressure, as opposed to a vacuum, being the power employed to apply or release the brakes, and said power being created by the steam in the boiler, it will be obvious that so long` as there is sufficient steampower in the locomotive to move the train there will be suflicient power to stop its momentum. Moreover, the vacuum -power may be stored up when there is sufficient steam for the purpose, and afterward utilized to apply the brakes, even should the steam in the locomotive-boiler fail in an emergency.

B B are the air-pipes, which are attached to the several carriages or cars of the train. These pipes are connected between the carriages by short exible hose-pipes and couplings of any known and suitable construction. The air-pipes are also connected, by means of branch pipes b b', with the brake-cylinder or vacuum-chambers C, secured to each carriage or member of the train. rlhe brake-cylinders or vacuum-chambers may be constructed in different ways, but however constructed the piston and piston-rod are arranged to operate either by the formation or the destruction of a vacuum in the connecting air-pipes.

vIn Figs. 1 and 2 of the drawings the brakecylinder vis represented bythe letter C, and in it a vacuum is maintained on both sides ot' the piston to keep the brakes oii' the wheels. By destroying the vacuum on one side of the piston the brakes are immediately applied through the brake-lever D, which for this purpose is connected with the piston-rod.

To illustrate the operation ot' this apparatus, I will suppose the ejector A to be in operation, drawing the air from the pipe B and cyll inder C, and there being a valve in the piston- Reierring to the parts by letters, which are head suitably constructed for that purpose, it will also draw the air from the cylinder on both sides of the piston, and through the branch pipe b' it will also draw the air from the pipe B', creating a Vacuum in both pipes and cylinder, and the operation of the cylinder being automatic the vacuum will be preserved and the brakes kept from the wheels until it is desired to apply them.

To apply the brakes the valves of the ejector are shifted so as to close communication between the pipe B and open it between B andthe ejector. At the same time another valve is opened in thepipe B, to admit air into the pipe and destroy the vacuum. The air immediately passes by the pipe B through the branch b into one end of the cylinder C, thereby moving the piston-rod. By again reversing the position of the valves of the ejector communication is shut off between the pipeB and the external air and opened between it andthe ejector. The operation of the latter will then draw the air from B and cylinder C, and create a vacuum therein, as before described, to release the brakes.

In Fig. 3 of the drawings is illustrated the method of storing vacuum-power by the use of an additional tank having free communication with the operating-cylinder. In this, as in the former gures, C is the operating-cylinder; B and B the air-pipes connected with the ejector, as in Fig. l. b is a branch pipe, connecting pipe B with the operating-cylinder C, and b2 another branch pipe, which connects the operating-cyliiuler C with the auxiliary vacuum-chamber C,and also connects both of these vessels with the air-pipe B.

The operation is the same as before described, the only difference being that when the ejector is withdrawing the air from the pipe B it also withdraws it from the vacuumchamber C through pipe b2, and thereby creates additional vacuum-power, causing the apparatus to operate quickly in applying` the brakes.

lt will be seen that the apparatus described has two lines of air-pipe, and I prefer to use two lines; but, if preferred, a single pipe may be used, as illustrated by the diagram, Fig. 4, in which C is the operating-cylinder; C', the auxiliary vacuum-chamber, and B the airpipe connected with the ejector apparatus and with the cylinder C by means oi the branch pipe b, but not connected directly with the auxiliary' vacuum-chamber C', said chamber being only connected with the end of the operating-cylinder opposite to the pipe, the connection between the cylinder and reservoir being by a small pipe, b.

In this case the air is withdrawn from the auxiliary vacuum-chamber C through the valve in the piston-head. In all other respects the operation of this single-pipe automatic brake is the same as the double-pipe apparatus before described.

These devices are alll operated from the locomotive-engine, the braking of the train being under the entire control of the engineer and driver. The brakes, however, may be applied from any point of the train by pulling open valves which comlnunicate with the external air, said valves being attached to the several brake-cylinders C, or to the air-pipe B, as it enters the cylinder, as shown at P in Figs. l, 2, and 3 of the drawings, suitable cords or levers for this purpose being led to convenient positions in the carriages.

By means of the additional lever I on the tender and the connecting-rods i, the brakes of the locomotive are operated by means ofthe brake cylinder and piston pertaining to the tender, no brake-cylinders being required upon the locomotive. It will also be seen, on reference to Fig. l of the drawings, that the toggles for operating the locomotive-brakes are arranged on the under side or beneath the brake-shoes, so that when released from the pressure of the levers the brakes will drop loose from the wheels by their own gravity.

These locomotive-brakes are of very simple and economical construction and completely effective in operation.

The air-ejector, used in connection with the air-pipes for creating the vacuum,may vbe of any suitable and known construction for maintaining a vacuum in them and the operatingcylinders; but I prefer to use the improved automatic ejector for which I have prepared and have herewith led an application for Letters Patent, and therefore do not deem it necessary to describe it more particularly, especially as its special construction forms no part of this patent; and so with the valve I? for the admission of air into the operatingcylinder to apply the brakes from the cars direct, it also may be made of any known construction suitable for the purpose.

I am aware that the power of a vacuum as opposed to atmospheric pressure has been employed in the operation of railway-brakes before my present invention, and I do not therefore wish to be understood as here claiming the principle of a vacuum-brake, either when the brakes are applied by the creation or destruction of a vacuum in the air-pipes and cylinders, but

What I claim, and desire to secure by Letters Patent, is-

l. The braking apparatus, constructed as herein described, consisting of an air-ejector connected with t'wo lines of air-pipes, arranged to operate in connection with the vacuum or operating cylinders in such manner that while one set of pipes is employed to destroy the vacuum on one side of the piston or diaphragm by the movement of which the brakes are applied, the air is being withdrawn and the vacuum enforced on the other side of the piston by the IOO IIO

other set of pipes, substantially as set forth.

2. rIhe combination ofthe air-ejector A, the double line of pipes B B', cylinder C, and branch pipes b b', substantially as set forth.

3. In combination with air-ejector A, adouble line of pipes, B B, each independently communicating therewith, vacuum or operating cylinder C, and air-valve P, for the purpose set forth. A

4. In combination with the vacuum chamber or cylinder C and air-pipe B, an auxiliary vacuum-chamber C', constructed and arranged as and for the purpose set forth.

5. In combination with the vacuum-cylinder C and air-pipes B B', each independently communicating with the air-ejector, an auxiliary vacuum-ch amber, C', for the purpose set forth.

6. In combination with air-ejector A, pipe B,and cylinder C, constructed substantially i 5 as described, an auxiliary vacuum-chamber, C', substantially as and for the purposes set forth.

7 In combination with air-ejector A,pipes B Bf, each independently communicating therewith, and cylinder C, an auxiliary vacuumzo chamber, C', substantially as and for the purposes set forth.

In testimony that I claim the foregoing I have hereunto set my hand.

FRED. W. EAMES.

Witnesses:

F. W. SPICER, CHAs. D. BINGHAM. 

